AN ENGINE SYSTEM LUBRICATED BY MEANS OF A LUBRICATION OIL THAT FORMS AMMONIA-SOLUBLE ASH WHEN COMBUSTED, AND A VEHICLE COMPRISING SUCH AN ENGINE SYSTEM

Abstract

An engine system comprising an internal combustion engine operated by a fuel and lubricated by a lubrication oil comprising at least one additive that renders ash formed by combustion of the lubrication oil ammonia-soluble ash; an exhaust gas system for cleaning an exhaust gas flow from the internal combustion engine , the exhaust gas system comprising a diesel particulate filter to capture particulate matter from the exhaust gases, wherein the particulate matter comprises the ammonia-soluble ash; an exhaust gas conduit to lead exhaust gases from the internal combustion engine through the exhaust gas system; and an injection device to add a solvent comprising ammonia or an ammonia-forming compound into the exhaust gas flow upstream of the diesel particulate filter, wherein the exhaust gas conduit collects the solvent and lead the solvent through the diesel particulate filter, thereby dissolving and thus removing the ammonia-soluble ash from the diesel particulate filter.

Claims

1. An engine system comprising: an internal combustion engine arranged to be operated by a fuel and to be lubricated by a lubrication oil comprising at least one additive that renders ash formed by combustion of the lubrication oil ammonia-soluble ash; an exhaust gas system for cleaning an exhaust gas flow from the internal combustion engine, the exhaust gas system comprising a diesel particulate filter arranged to capture particulate matter from the exhaust gases, wherein the particulate matter comprises the ammonia-soluble ash; an exhaust gas conduit arranged to lead exhaust gases from the internal combustion engine through the exhaust gas system; and an injection device arranged to add a solvent comprising ammonia or an ammonia-forming compound into the exhaust gas flow upstream of the diesel particulate filter, wherein the exhaust gas conduit is arranged to collect the solvent and lead the solvent through the diesel particulate filter, thereby dissolving and thus removing the ammonia-soluble ash from the diesel particulate filter.

2. An engine system according to claim 1, wherein that the injection device comprises a valve which is fluidly connected to a solvent reservoir, wherein the solvent is arranged to be fed from the solvent reservoir to the injection device by means of a feeding pump.

3. An engine system according to claim 1, wherein the injection device is further arranged to inject a reducing agent into the exhaust gas flow upstream of the diesel particulate filter.

4. An engine system according to claim 3, wherein the solvent is the reducing agent and the solvent reservoir also constitutes a reservoir for the reducing agent.

5. An engine system according to claim 3, wherein the injection device comprises a valve arranged to be positioned in a first position in which it is arranged to inject the reducing agent into the exhaust gas flow and a second position in which it is arranged to inject the solvent into the exhaust gas flow.

6. An engine system according to claim 1, wherein the engine system further comprises a control system arranged to control the operation of the injection device.

7. An engine system according to claim 6, wherein the control system is arranged to control the operation of the injection device at pre-determined intervals and/or pre-determined conditions.

8. An engine system according to claim 7, wherein the exhaust gas system further comprises a first sensor arranged upstream of the diesel particulate filter for measuring a pressure drop over the diesel particulate filter or a pressure of the exhaust gas flow before filtration, and the first sensor is connected to the control system.

9. An engine system according to claim 8, wherein the control system comprises means arranged to compare the measured pressure drop value or the value for the pressure of the exhaust gas flow with a predetermined value for the pressure drop or the pressure of the exhaust gas flow and create an error code if the pressure drop value or the pressure value differs from the predetermined value.

10. An engine system according to claim 8, wherein the exhaust gas system comprises a second sensor arranged downstream of the diesel particulate filter for measuring the pressure of the exhaust gas flow after filtration and the second sensor is connected to the control system.

11. An engine system according to claim 10, wherein the control system comprises means arranged to calculate a pressure drop over the diesel particulate filter from the received measuring signals from the first sensor and the second sensor.

12. An engine system according to claim 11, wherein the control system comprises means arranged to compare the calculated pressure drop value with a predetermined pressure drop value and create an error code if the measured pressure drop value differs from the predetermined value.

13. An engine system according to claim 8, wherein the control system comprises means arranged to control the injection device so as to add the solvent into the exhaust gas flow.

14. An engine system according to claim 13, wherein the control system further comprises means arranged to control the internal combustion engine or the engine system based on the measured or calculated pressure drop value or value for the pressure of the exhaust gas flow so as to increase an amount of condensed water.

15. A vehicle comprising an engine system comprising: an internal combustion engine arranged to be operated by a fuel and to be lubricated by a lubrication oil comprising at least one additive that renders ash formed by combustion of the lubrication oil ammonia-soluble ash; an exhaust gas system for cleaning an exhaust gas flow from the internal combustion engine, the exhaust gas system comprising a diesel particulate filter arranged to capture particulate matter from the exhaust gases, wherein the particulate matter comprises the ammonia-soluble ash; an exhaust gas conduit arranged to lead exhaust gases from the internal combustion engine through the exhaust gas system; and an injection device arranged to add a solvent comprising ammonia or an ammonia-forming compound into the exhaust gas flow upstream of the diesel particulate filter, wherein the exhaust gas conduit is arranged to collect the solvent and lead the solvent through the diesel particulate filter, thereby dissolving and thus removing the ammonia-soluble ash from the diesel particulate filter.

16. A vehicle according to claim 15, wherein the injection device comprises a valve which is fluidly connected to a solvent reservoir, wherein the solvent is arranged to be fed from the solvent reservoir to the injection device by a feeding pump.

17. A vehicle according to claim 15, wherein the injection device is further arranged to inject a reducing agent into the exhaust gas flow upstream of the diesel particulate filter.

18. A vehicle according to claim 17, wherein the solvent is the reducing agent and the solvent reservoir also constitutes a reservoir for the reducing agent.

19. A vehicle according to claim 17, wherein the injection device comprises a valve arranged to be positioned in a first position in which it is arranged to inject the reducing agent into the exhaust gas flow and a second position in which it is arranged to inject the solvent into the exhaust gas flow.

20. A vehicle according to claim 15, wherein the engine system further comprises a control system arranged to control the operation of the injection device.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0038] FIG. 1 is a schematic side view of a vehicle comprising an engine system according to the present invention.

[0039] FIG. 2 is a schematic drawing showing path of the exhaust gas flow through an exhaust gas system.

[0040] FIG. 3 is a schematic drawing showing an engine system according to one embodiment of the present invention.

[0041] FIG. 4 is a schematic drawing showing an engine system according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

[0042] As mentioned above, combustion engines are used in various types of applications and vehicles today, e.g. in heavy vehicles such as trucks or buses, in cars, motorboats, ferries or ships. They may also be used in industrial engines and/or engine-powered industrial robots, power plants, e.g. electric power plants provided with a diesel generator, and in locomotives. The engine system according to the present invention is intended for an internal combustion engine which is fluidly connected to an exhaust gas system by means of an exhaust gas conduit or pipe. The engine system may be employed for example in a vehicle, e.g. in a truck or bus. The exhaust gas system of the engine system can be placed in a silencer or components of the exhaust gas system may be arranged in another way, for example in a series of components and they do not need to be arranged in a silencer. For example in case of buses, it may be difficult to place the exhaust gas system in a silencer, since the floor of the bus needs to be low and/or the bus must contain a maximal amount of seats, whereby bulky silencers are difficult to place in a bus.

[0043] In FIG. 1 an example of a vehicle 1 comprising an engine system 30 comprising an internal combustion engine 2 and an exhaust gas system 10 is shown in a schematic side view. The internal combustion engine 2 powers the vehicle's tractive wheels 4 via a gearbox 6 and a propeller shaft 8. The internal combustion engine 2 is arranged in fluid connection with an exhaust gas system 10 which is fitted at least partly in a silencer 12. The exhaust gas system 10 may further comprise additional exhaust gas pipes or conduits, exhaust manifold and a control system, for example. The internal combustion engine 2 is powered by fuel 14 supplied to it via a fuel system 16 which comprises a fuel tank 18. The fuel is suitably diesel, such as biodiesel or a corresponding fuel. The internal combustion engine 2 is lubricated by means of an engine oil, which according to the present invention forms an ammonia-soluble ash when combusted.

[0044] The internal combustion engine of the present invention is suitably a diesel engine. The internal combustion engine is arranged to be operated by a fuel and to be lubricated by means of a lubrication oil that forms an ammonia-soluble ash when combusted. The lubrication oil contains at least one additive that renders the ash ammonia-soluble. Such oils can be easily determined and they can be classified as forming ammonia-soluble ash. The engine system of the present invention is customized for the lubrication oils forming ammonia-soluble ash. The lubrication oils suitable for use in the customized engine system of the present invention can then be specified for the users. The fuel can be any of the known kinds, such as petroleum diesel, synthetic diesel or biodiesel, also called fatty-acid methyl ester (FAME) which is obtained from vegetable oil or animal fats that have been trans-esterified with methanol. The fuel may also be a hydrogenated oil or fat or dimethyl ether, DME.

[0045] The desired solubility of the ash can be obtained by using additives in the lubrication oil that form ammonia-soluble compounds. Many metals form strong complexes with ammonia, amine complexes, which help dissolving the ash. The solubility in ammonia may be achieved in different ways and it is not essential how the ammonia-solubility is achieved. Thus, any additive forming an ammonia-soluble ash can be chosen. The amount of the ammonia-soluble ash formed from the lubrication oil is at least 80% by weight based on the total weight of the ash, preferably at least 90% by weight based on the total weight of the ash, most preferably at least 95% by weight based on the total weight of the ash. Preferably, the ash is completely ammonia-soluble, i.e. 100% by weight of the ash is ammonia-soluble.

[0046] The engine system of the present invention comprises an internal combustion engine and an exhaust gas system which can be arranged in a silencer. An exhaust gas conduit is arranged to lead exhaust gases from the internal combustion engine through the exhaust gas system. Also the exhaust gas conduit is arranged to collect the solvent and lead the solvent through the diesel particulate filter, whereby the ash is dissolved and thus removed from the diesel particulate filter. The exhaust gas conduit also suitably collects condensation water formed during the operation of the internal combustion engine. The solvent and the possible condensed water, i.e. the liquids, may be collected into the exhaust gas conduit by means of any suitable means. The liquids can then be lead through the DPF for example by arranging the exhaust gas conduit in a suitable way so that a liquid flow can be obtained. The silencer in which at least part of the exhaust gas system is accommodated comprises a casing comprising at least one inlet for leading an exhaust gas flow into the silencer. The silencer may comprise several inlets. The exhaust gas system may also comprise a diesel oxidation catalyst (DOC) which can be arranged downstream of the inlet in a silencer. The DOC is a unit designed to oxidize the exhaust gases. DPF is a unit designed to remove diesel particulate matter or soot from the exhaust gas flow. The DPF can for example be a catalysed soot filter (CSF). The soot is further oxidized or burned-off or combusted to ash in the particulate filter, e.g. during regeneration of the particulate filter. The diesel particulate filter may be regenerated with or without a catalyst. The regeneration can then be performed by means of the heat from the engine's normal operation.

[0047] The exhaust gas system can further comprise a selective catalytic reduction (SCR) purification system which comprises an injection arrangement for adding a reducing agent to the exhaust gas flow in order to reduce NO.sub.x contents of the exhaust gas flow. The reducing agent may be for example a mixture of water and urea, e.g. a product with a trade name AdBlue, which comprises a mixture of 32.5% urea in water. The exhaust gas flow and the reducing agent are mixed and vaporised in a vaporization chamber which is arranged downstream of the injection arrangement. Further, a selective catalytic reduction (SCR)-catalyst is arranged downstream of the vaporization chamber. The SCR-catalyst may comprise vanadium, iron or copper catalyst in which NO.sub.x is converted to water vapour and nitrogen. An ammonia slip catalyst (ASC), which is a unit designed to convert any NH.sub.3 slip to N.sub.2 and H.sub.2O, may be arranged downstream of the SCR-purification system. All these components may be arranged as separate components in series or in a silencer. In case the components are arranged in a silencer, an outlet for leading the exhaust gas flow out from the silencer is arranged downstream of the SCR-catalyst and possible ASC. The silencer may comprise several outlets.

[0048] The exhaust gas system, or the silencer comprising the exhaust gas system, does not necessarily need to comprise a DOC and/or an ASC. On the other hand, the exhaust gas system may comprise one or more of each of DOC and ASC together with DPF. In case the exhaust gas system does not comprise a DOC, the exhaust gas flow is arranged to flow to the DPF. If the silencer comprises a DOC and a DPF, the exhaust gas flow is arranged to flow through the DOC to the DPF. The exhaust gas flow is arranged to flow through the DPF to the injection arrangement if the silencer comprises a DPF and not a DOC. If the exhaust gas system does not comprise an ASC the exhaust gas is arranged to flow from the SCR purification system to an outlet of the exhaust gas system of the silencer.

[0049] FIG. 2 depicts schematically examples of possible ways the flow of exhaust gases can flow through an exhaust gas system 10. The arrows in FIG. 2 illustrate the flow 21 of exhaust gases, but the reference number 21 is only attached to one of the arrows. The exhaust gas system 10 comprises an inlet 20 for leading an exhaust gas flow 21 into the exhaust gas system 10 and a diesel oxidation catalyst (DOC) 22 is arranged downstream of the inlet 20. A diesel particulate filter (DPF) 23 is arranged downstream of the DOC 22 and the DPF 23 can for example be a catalysed soot filter (CSF). The exhaust gas flow may be arranged to flow directly from the DPF 23 to an outlet 29 of the exhaust gas system 10 or the exhaust gas flow may be arranged to flow to an injection arrangement 24, which can be arranged upstream and/or downstream of the DPF 23 for adding a reducing agent to the exhaust gas flow 21 in order to reduce NO.sub.x contents of the exhaust gas flow 22. A vaporization chamber 25 for vaporization of the reducing agent, is arranged downstream of the injection arrangement 24. A selective catalytic reduction (SCR)-purification system 27 comprising a SCR-catalyst 26 is arranged downstream of the vaporization chamber 25. An ammonia slip catalyst (ASC) 28 may be arranged downstream of the SCR-purification system 27 and an outlet 29 for leading the exhaust gas flow 21 out from the exhaust gas system 10 is arranged downstream of the ASC 28.

[0050] In case the exhaust gas system 10 does not comprise a DOC 22, the exhaust gas flow 21 is arranged to flow from the inlet 20 to the injection arrangement 24 via DPF 23. If the exhaust gas system 10 does not comprise an ASC 28 the exhaust gas flow 21 is arranged to flow from the SCR purification system 27 to the outlet 29.

[0051] The internal combustion engine comprises an air intake manifold leading air to the cylinders of the internal combustion engine. An intake throttle is arranged upstream of the air intake manifold for adjusting fresh air flow into the intake manifold. By adjusting the amount of fresh air to the internal combustion engine, it is possible to for example adjust the amount of condensed water formed during cold operation of the vehicle. In some occasions it may be desirable to additionally utilize condensed water formed by the cold operation of the internal combustion engine to further increase the amount of liquid that can flush the diesel particulate filter. This may be done for example by controlling the operation of the internal combustion engine or the engine system and for example by increasing the fuel-air ratio during the cold operation and/or the cold start of the internal combustion engine which leads to increased amount of condensed water. The fuel-air ratio may be adjusted by for example controlling the operation of the internal combustion engine during the cold start/cold operation such that the fuel/air ratio is kept high while the number of revolutions is kept low. As a result, more condensed water will be obtained, since high fuel-air ratio increases the quota of water in the exhaust gases and low temperature of the exhaust gases provides more condensed water. Alternatively or additionally the amount of condensed water may be increased by adjusting, suitably by decreasing, the amount of fresh air that flows into the internal combustion engine via an intake manifold by means of an intake throttle arranged upstream of the intake manifold. Further, as an example, it is possible to increase the amount of condensed water by decreasing the temperature the exhaust gases. This can be done for example by means of an exhaust gas recirculation (EGR) arrangement arranged in fluid connection with the exhaust pipe and the intake manifold. At least part of the exhaust gas flow from the internal combustion engine can be recirculated from the exhaust pipe through the EGR, which comprises an EGR cooler which reduces the temperature of the EGR gases.

[0052] FIG. 3 shows a schematically an engine system 30 according to one variant of the present invention. The engine system 30 comprises an internal combustion engine 2 in fluid connection with the exhaust gas system 10 as described above by means of an exhaust gas conduit 11. The exhaust gas system comprises DOC 22, DPF 23, vaporization chamber 25 fluidly connected to an injection arrangement 24, SCR-purification system 27 and ASC 28. The exhaust gases are arranged to flow out from the exhaust gas system 10 via an outlet 29.

[0053] An air intake throttle 37 is arranged to adjust the amount of intake air to the internal combustion engine via an air intake manifold (not shown). Downstream of the internal combustion engine 2, the exhaust gas conduit 11 is fluidly connected to an exhaust gas recirculation system via an EGR conduit 38. The exhaust gases are cooled by leading the exhaust gas flow through an EGR cooler 39 back to the internal combustion engine 2 downstream of the air intake throttle 37.

[0054] A first sensor 35 for measuring the pressure drop over the DPF 23 or the pressure of the exhaust gas flow is arranged downstream of the DOC 22 and upstream of the DPF 23. As shown in more detail in FIG. 3, the first sensor 35, e.g. a pressure measurement device, is connected to a communication bus 33, such as CAN-bus, via a connection 31, and the CAN-bus 33 communicates with a control system 34 of the vehicle. The first sensor 35 is arranged to generate a measuring signal comprising data relating to the measured pressure drop or pressure value. The first sensor may be a pressure measurement device or it may be a differential pressure transmitter that measures a pressure drop over the DPF 23. The control system 34 comprises means for receiving the measuring signal from the first sensor 35. The control system 34 suitably comprises means arranged to compare the received measuring signal from the first sensor 35 with a predetermined pressure drop or pressure value and create an error code if the measured value differs from the predetermined value. In this way, the operator of the vehicle will get an indication that the DPF needs to be cleaned or changed. The engine system also comprises an injection device 240 arranged to add a solvent into the exhaust gas flow upstream of the DPF 23. The injection device 240 is also connected to the control system 34 via CAN-bus 33. Thus, when the measured pressure drop and/or pressure value differs from the predetermined value, the control system 34 commands the injection device 240, which is fluidly connected to a solvent reservoir 130, to inject solvent into the exhaust gas flow in a desired amount.

[0055] The exhaust gas conduit 11 is arranged such that it collects the added solvent and optionally condensed water formed by the cold operation of the internal combustion engine and leads the formed aqueous solution of the solvent through the diesel particulate filter 23. The aqueous solution of the solvent thereby dissolves and thus removes the ammonia-soluble ash from the diesel particulate filter 23. Also, the control system 34 may control the internal combustion engine 2 so as to increase the amount of condensed water formed during the cold operation and/or the cold start, whereby it is possible to improve the cleaning effect since more liquid can be flushed through the diesel particulate filter 23.

[0056] Further in FIG. 3, a means 24 for the injection of a reducing agent is fluidly connected to a reducing agent reservoir 140. The means 24 may be connected to the control system 34 (not shown).

[0057] The injection device 240 comprises preferably a valve (not shown) which is fluidly connected to the solvent reservoir 130. The solvent is arranged to be fed from the reservoir 130 to the injection device 240 by means of a feeding pump (not shown). The feeding pump may be an electrical pump and it is preferably connected to the control system 34.

[0058] Another variant of the invention is shown in FIG. 4. The system in FIG. 4 corresponds to the system in FIG. 3 except that the means 24 for injection of a reducing agent into the exhaust gas flow that is arranged downstream of the DPF 23, is fluidly connected via a conduit 150 to the solvent reservoir 130, since the solvent is the reducing agent and the solvent reservoir 130 also constitutes a reservoir for the reducing agent. Of course, in case the reducing agent is other than the solvent, it would be possible to incorporate a separate reservoir for the reducing agent, as shown in the embodiment of FIG. 3. In the arrangement of FIG. 4 the injection device 240 can be additionally arranged to be used for the injection of the reducing agent upstream of the DPF 23. In that case, and if the reducing agent is other than the solvent, the injection device 240 should be fluidly connected to the reducing agent reservoir via a conduit. Further, the embodiment shown in FIG. 4 differs from the embodiment shown in FIG. 3 in that a second sensor 36 for measuring the pressure of the exhaust gas flow is arranged downstream of the DPF 23 to indicate the pressure after filtration, i.e. downstream of the DPF 23. The second sensor 36 is also connected to the communication bus 33, such as CAN-bus, via a connection 32, and the CAN-bus 33 communicates with the control system 34 of the vehicle. In this embodiment of the invention, the control system 34 suitably comprises means arranged to calculate the pressure drop from the received measuring signals from the first sensor 35 and the received measuring signal from the second sensor 36. The control system 34 is then arranged to compare the pressure drop with a predetermined value for the pressure drop and create an error code if the calculated pressure drop differs from the predetermined pressure drop. Therefore, it is possible for the control system 34 to control the engine system and the injection device 240 so as to inject a desired amount of the solvent into the exhaust gas flow in case the value for the pressure drop is not acceptable, i.e. within the pre-determined values. Alternatively it is possible to send an error code and warn the operator of the vehicle that the DPF 23 needs to replaced or cleaned at service as soon as possible.

[0059] In both engine systems shown in FIGS. 3 and 4, it is also possible to obtain an increased amount of condensed water that thereby increases the amount of liquid that is to be collected by the exhaust gas conduit and lead through the DPF 23. The amount may be increased by controlling the operation of the internal combustion engine 2 or the engine system 30 by means of the control system 34 connected to the internal combustion engine 2. For example by controlling the internal combustion engine such that an increased fuel-air ratio during the cold operation and/or the cold start of the internal combustion engine is obtained, the amount of condensed water can be increased. The fuel-air ratio may be adjusted by for example by controlling the operation of the internal combustion engine 2 during the cold start/cold operation such that the fuel/air ratio is kept high while the number of revolutions is kept low. As a result, an increased amount of condensed water will be obtained, since the high fuel-air ratio increases the quota of water in the exhaust gases and low temperature of the exhaust gases provides more condensed water. Alternatively or additionally the amount of condensed water may be increased by adjusting the amount of fresh air that flows into the internal combustion engine 2 via an intake manifold by means of an intake throttle 37 arranged upstream of the intake manifold. Further, it is possible to increase the amount of condensed water by decreasing the temperature of the exhaust gases. This can be done for example by means of an exhaust gas recirculation (EGR) arrangement arranged in fluid connection with the exhaust conduit 11 and the intake manifold. At least part of the exhaust gas flow from the internal combustion engine can be recirculated from the exhaust pipe 11 through the EGR pipe 38, which comprises an EGR cooler 39 which reduces the temperature of the EGR gases. Therefore it can be assured that the DPF 23 will be flushed with a larger amount of liquid and thus the amount of the accumulated ash in the DPF 23 can be effectively decreased.

[0060] The control system 34 may be adapted to receive the measuring signals from the first 35 and/or the second sensor 36 continuously. It is also possible that the control system 34 is adapted to receive the measuring signals periodically, i.e. for example at certain intervals or in case of manually controlled random intervals. An example of a random interval is for example at start of the engine or vehicle.

[0061] Generally the control system 34 comprises or is connected to a CAN bus 33, as shown in FIGS. 3 and 4, and comprises one or more communication busses to interconnect a number of electronic control units (ECUs), or controllers, and various components of the vehicle 1. Such a control system 34 may comprise a large number of control units. The control system 34 function may be arranged to receive signals from various sensors in the vehicle and thus control the vehicle accordingly. Further, the control of the vehicle can be performed by programmed instructions. These programmed instructions typically include a computer program, which when the program code is executed in a computer, achieves that said computer carries out the desired action such as the steps of the present invention described above.

[0062] It should be understood that the examples described above in connection with FIG. 1-4 are to be regarded as examples not limiting the scope of the invention, which is defined in the appended claims.